incur a higher workload. In the aircraft, the pilot may
need to change to a position determining method that
does not require GPS-derived signals (for example,
DME/DME/IRU or VOR). If transitioning to VOR
navigation, the pilot should refer to the current Chart
Supplement U.S. to identify airports with available
conventional approaches associated with the VOR
Minimum Operational Network (MON) program. If
the pilot"s aircraft is under ATC radar or multilateration surveillance, ATC may be able to provide radar
vectors out of the interference affected area or to an
alternate destination upon pilot request. An ADS-B
Out aircraft"s broadcast information may be incorrect
and should not be relied upon for surveillance when
interference or spoofing is suspected unless its
accuracy can be verified by independent means.
During the approach phase, a pilot might elect to
continue in visual conditions or may need to execute

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the published missed approach. If the published
missed approach procedure is GPS-based, the pilot
will need alternate instructions. If the pilot were to
choose to continue in visual conditions, the pilot
could aid the controller by cancelling his/her IFR
flight plan and proceeding visually to the airport to
land. ATC would cancel the pilot"s IFR clearance and
issue a VFR squawk; freeing up the controller to
handle other aircraft.
d. The FAA requests that pilots notify ATC if they
experience interruptions to their GPS navigation or
surveillance. GPS interference or outages associated
with a known testing NOTAM should not be reported
to ATC unless the interference/outage affects the
pilot"s ability to navigate his/her aircraft.
REFERENCE-
AIM Paragraph 1-1-13, User Reports Requested on NAVAID or Global
Navigation Satellite System (GNSS) Performance or Interference.

Performance-Based Navigation (PBN) and Area Navigation (RNAV)